Connector for an electrical distribution network of an aircraft

Abstract

The invention relates to an electrical system (200, 310a, 310b) for an aircraft, comprising a busbar (225a, 225b, 405, 410) extending longitudinally along a first axis, and at least one dipole (230, 415, 420), one pole of which is connected to a male electrical contact (230a) extending along a second axis (240a), said electrical system (200) furthermore comprising at least one electrical connector (205, 425, 430, 435, 440) comprising a first connecting member having a first recess in which at least part of the busbar (225a, 225b, 405, 410) is received, said electrical connector (205, 425, 430, 435, 440) furthermore comprising a second connecting member electrically connected to the first connecting member and fixedly joined to the first connecting member, and having a second recess (210) in which the male electrical contact (230a, 230b) of the dipole (230, 415, 420) is received such that the dipole (230, 415, 420) is connected to the busbar (225a, 225b, 405, 410) via the electrical connector (205), the electrical connector (205) being able to move translationally by way of the first member along the first axis and along the busbar (225a, 225b, 405, 410), and the connector (205) being able to rotate about the male electrical contact (230a) by way of the second connecting member.

Description

Description Title of the invention: Connector for an aircraft electrical distribution network

[0001] Technical field of the invention

[0002] The present invention relates to electrical distribution circuits installed in an aircraft. In particular, the present invention relates to the integration of batteries and / or accumulators, which may be in the form of packs, in aircraft, and their connection to the electrical distribution circuits via electrical connectors.

[0003] State of the art

[0004] The architecture of electrical systems embedded in aircraft, including distribution circuits, is currently undergoing numerous developments, particularly with regard to the work on hybridization and / or electrification of aircraft.

[0005] Such developments require, in particular, increasing the electrical energy storage capacity onboard aircraft. To achieve this, the number of battery packs carried onboard aircraft must be significantly increased.

[0006] To facilitate their integration, it is envisaged to divide each battery pack into smaller modules, in order to distribute them in all available areas of the aircraft, such as the aircraft wings.

[0007] Each module comprises two poles, a positive pole and a negative pole, which are connected to a first busbar and a second busbar, respectively. Connecting the modules via busbars is preferred to using flexible cables, particularly due to the electrical power transmitted in such systems. These busbars have the advantage of being easily sized according to the electrical power they carry and the required insulation.

[0008] Figure 1 illustrates an example of an electrical system according to the prior art. Module 105 comprises a positive pole and a negative pole, respectively connected to a first 115 and a second 110 male electrical contacts. The positive pole and the The negative poles of the module are connected respectively to a first 135 and a second 130 bus bar, respectively via two connectors 125, 120. As can be seen, the connectors 120, 125 each include on one side a female electrical contact, suitable for cooperating with the male electrical contacts 110, 115, and on the other side are fixedly connected to the bus bars 130, 135.

[0009] One of the drawbacks of existing electrical systems is their rigidity. This rigidity limits the areas of the aircraft where such systems can be installed. For example, they cannot be placed in areas of the aircraft subject to significant deformation, such as the wings.

[0010] The invention aims to provide a technical solution to remedy such drawbacks.

[0011] Description of the invention

[0012] In this regard, the present invention proposes an aircraft electrical system comprising a busbar extending longitudinally along a first axis, and at least one dipole, one pole of which is connected to a male electrical contact extending along a second axis. The electrical system further comprises at least one electrical connector having a first connecting member having a first housing in which at least a portion of the busbar is housed. The electrical connector further comprises a second connecting member electrically connected to and integral with the first connecting member, and having a second housing in which the male electrical contact of the dipole is housed, such that the dipole is connected to the busbar via the electrical connector. The electrical connector is movable in translation via the first member along the first axis and along the busbar.and the connector being movable in rotation around the male electrical contact by means of the second connecting element.

[0013] Such an electrical system, thanks to the connectors linking the busbars and the dipoles, offers flexibility, allowing it to be placed in areas of the aircraft prone to deformation. The connectors allow including a translational movement along the bus bar and a rotational movement around the male electrical contact, so that when movements are induced by deformations of the areas in which the electrical system is arranged, the movement(s) of the connector(s) ensure a slight deformation of the electrical system.

[0014] According to one embodiment, the second connecting element may include a second housing, the male electrical contact and the second housing being of complementary shapes.

[0015] According to one embodiment, the assembly of the male electrical contact in the second housing can be a sliding fit assembly allowing rotational articulation of the electrical connector to the dipole around the second axis.

[0016] According to one embodiment, a difference between a diameter of the second housing and a diameter of the male electrical contact can be positive.

[0017] According to one embodiment, the first housing of the first connection element can be delimited by a first electrical contact and a second electrical contact respectively arranged on either side of the first axis, said part of the bus bar and the first housing being assembled sliding fit, allowing translational articulation of the electrical connector to the bus bar along the first axis.

[0018] According to one embodiment, the difference between a distance between the first and second electrical contacts and a thickness of the bus bar portion can be positive.

[0019] According to one embodiment, the electrical connector can be a single piece.

[0020] According to one embodiment, the dipole can be an electrical accumulator.

[0021] The invention also relates to an aircraft comprising an electrical system as described above, in which the electrical system can be arranged in a wing of the aircraft.

[0022] According to one embodiment, the dipole can be fixedly mounted in an aircraft wing.

[0023] The invention also relates to an electrical connector for an aircraft electrical system comprising: a first connection member comprising a first housing, delimited by a first and a second electrical contact, configured to receive at least a part of a bus bar, a second connection member, integral and electrically connected to the first connection member, comprising a second housing configured to receive a male electrical contact of a dipole, characterized in that the first connection member and the second connection member are configured to be respectively assembled sliding fit on the part of the bus bar and the male electrical contact of a dipole.

[0024] Such a connector thus makes it possible to link, in an electrical system intended to be carried on board an aircraft, a bus bar and a dipole in such a way as to allow a relative movement of the dipole with respect to the bus bars.

[0025] Brief description of the figures

[0026] The invention, according to an exemplary embodiment, will be better understood and its advantages will become clearer upon reading the following detailed description, given by way of example and in no way limiting, with reference to the attached drawings in which:

[0027] [Fig. 1] Figure 1 represents an example of a connector used in the prior art to connect one pole of an electric accumulator to a bus bar of an aircraft's onboard electrical system;

[0028] [Fig. 2A] Figure 2A represents an example of a connector according to the invention for connecting one pole of an electric accumulator to a bus bar of an on-board electrical system of an aircraft;

[0029] [Fig. 2B] Figure 2B represents the example of the connector of Figure 2 in perspective view;

[0030] [Fig. 3A] Figure 3A illustrates an example of the arrangement of an electrical system according to the invention in an aircraft, the aircraft being shown on the ground;

[0031] [Fig. 3B] Figure 3B illustrates the aircraft in Figure 3A when the aircraft is in flight, and the wings are undergoing deformation; and

[0032] Figures 4A, 4B and 4C illustrate the kinematics of the electrical system when the electrical system is arranged in an aircraft wing subjected to deformations during the different phases of flight.

[0033] Detailed description

[0034] Identical elements represented in the aforementioned figures are identified by identical numerical references.

[0035] An example of an electrical system 200 according to the invention is illustrated in Figure 2A. The electrical system 200 comprises one or more dipoles 230, capable of storing electrical energy and capable of returning electrical energy to other on-board electrical components of the aircraft, via one or more bus bars 225a, 225b.

[0036] The 230 dipole can be, for example, a battery, an accumulator, or a battery or accumulator pack. The 230 dipole comprises two poles, a positive pole (230a) and a negative pole (230b). The positive pole (230a) and the negative pole (230b) can be connected to connecting devices, allowing them to be connected to an electrical system, such as the 200 electrical system.

[0037] The electrical system 200 is subsequently described relative to the dipole 230, in the reference frame 240, fixed to the dipole 230.

[0038] For example, the connection components of a 230 dipole can be in the form of male electrical contacts. These male electrical contacts are designed to allow the passage of high-voltage current, on the order of 1 kV to 3 kV. For example, the male electrical contacts can be in the form of 230a or 230b pins, protruding from the 230 dipole.

[0039] Pins 230a, 230b can extend parallel along an extension axis 240a.

[0040] The pins 230a and 230b can, for example, be generally cylindrical in shape, as shown in Figure 2B. The pins can have a constant diameter d1 along their entire length. The pins can be spaced from each other by a distance d2, which can be predetermined.

[0041] In electrical system 200, the dipole 230 is connected to bus bars 225a, 225b via electrical connectors 205.

[0042] Busbars 225a and 225b are electrically conductive devices, generally rigid, configured to carry high voltages. They are used to connect dipoles and other electrical components in series or parallel onboard aircraft. For example, in a series connection, busbar 225a can be used to connect the positive terminals of onboard 230 dipoles, and busbar 225b can be used to connect the negative terminals of onboard 230 dipoles.

[0043] Busbars 225a, 225b extend longitudinally along a first longitudinal axis. In the illustrated electrical system, the first longitudinal axis of busbars 225a, 225b is arranged substantially transversely to axis 240a, i.e., substantially parallel to axis 240c.

[0044] The electrical connectors 205 are arranged between a pole 230a, 230b of the dipole 230 and the bus bar 225a, 225b.

[0045] As can be seen in Figure 2B, the body 205a of connector 205 can be of general cylindrical shape.

[0046] Each 205 connector comprises a 205a body which includes a first connecting element connected to the 225a, 225b bus bar and a second connecting element connected to the 230a, 230b male electrical contact of the 230 dipole.

[0047] The first component includes a first electrical contact 220a and a second electrical contact 220b respectively arranged on a first support element 215a and a second support element 215b.

[0048] The first and second support elements 215a, 215b extend from a flat surface of the connector 205, for example, one of the bases of the cylindrical body of the connector 205. The first and second support elements 215a, 215b are spaced a distance E1 apart, preferably predetermined. Furthermore, the first and second support elements may be fixed to the body of the electrical connector 205. The support elements 215a, 215b project from the body of the connector 205 and are parallel to each other. The support elements 215a, 215b may have the same dimensions.

[0049] The first and second electrical contacts 220a, 220b are arranged respectively on one of the faces of the first and second support elements 215a, 215b, within the space defined by the distance E1.

[0050] These first and second electrical contacts 220a, 220b can be, for example, electrical pins of a generally flat shape. The first and second electrical contacts 220a, 220b are spaced at a distance E2, and together with the flat surface of the connector 205 from which the first and second support elements extend, define a first housing configured to accommodate at least a portion of the busbar.

[0051] In the illustrated electrical system 200, the first connection elements of the connectors 205 are respectively mounted on the busbars 225a, 225b. As can be seen in Figure 2A, the busbars 225a, 225b are arranged between the two electrical contacts 220a, 220b of the connectors 205.

[0052] The electrical contacts 220a, 220b of the connectors 205 are in contact with the bus bars 225a, 225b, allowing the passage of electrical current between the bus bars 225a, 225b.

[0053] The assembly of the busbars 225a, 225b in the first housings of the first connecting elements of the connectors 205 is a sliding fit. In other words, a positive clearance exists between the dimensions of the housing along the axis 240b, i.e., the distance E2 between the electrical contacts 220a, 220b, and the thickness of the busbars 225a, 225b.

[0054] Thus, the distance E2 can be substantially equal to the thickness of the bus bars 225a, 225b along the axis 240b. Preferably, when the first components are mounted on the bus bars 225a, 225b, i.e. the first and second electrical contacts 220a, 220b are arranged on either side of the bus bars 225a, 225b, a positive vertical clearance along the axis 240b exists between the electrical contacts 220a, 220b and the bus bars 225a, 225b.

[0055] For this reason, the distance E2 between the electrical contacts 220a, 220b can be greater than the thickness of the busbars 225, 225b. In particular, the existing vertical clearance can be between 2% and 10% of the distance E2. In other words, the distance E2 is equal to the sum of the busbar thickness and the positive vertical clearance.

[0056] The vertical play allows the 205 connectors to be articulated, that is to say, to be mobile, in translation along the bus bar 225a, 225b.

[0057] In one embodiment, not shown, retaining elements are arranged on the support elements 215a, 215b and on the bus bars, allowing to prevent, during the translational movement of the connector along the bus bar, the bus bar from dislodging itself from the first housing of the first connection element.

[0058] An example of a retaining element could be, for example, a rail mounted on a surface of the busbar, positioned opposite one of the electrical contacts, and near this electrical contact, a guide element designed to cooperate with the rail. During translational movements along the rail, the guide moves within the rail, the guide limiting radial movements along the 240a axis and thus the risk of the busbar being dislodged from the housing of the first connection device.

[0059] In one embodiment, the support elements can be made of an elastic material, meaning they are capable of returning to their original shape when subjected to elastic deformation. This can, in particular, facilitate the mounting of the busbar in the first housing of the first component.

[0060] The second connection element includes a second housing 210, configured to receive the male electrical contacts 230a, 230b. The second housing 210, which can also be described as a female electrical contact, can be provided in the body 205a of the connector 205. The second housing 210 can, for example, be a blind hole, which does not pass through the body of the connector 205.

[0061] The second housing 210 is of a shape complementary to the shape of the male electrical contacts 230a, 230b. For example, the second housing 210 may be cylindrical in shape.

[0062] The second housing 210 has a general diameter substantially equal to the diameter D of the electrical connectors. The male electrical contact 230a is fitted into the second housing 210. In one embodiment, the male electrical contact 230a may bear against a bottom wall of the second housing 210.

[0063] When the male electrical contacts 230a, 230b are mounted in the second housings 210, the assembly is a sliding fit: a positive radial clearance exists between the inner surface of the housing and the outer surface of the male electrical contacts.

[0064] For this reason, the diameter of the second housing 210 can be larger than the diameter D of the male electrical contacts 230a, 230b. In particular, the existing radial clearance can be between 2 and 10% of the diameter D. In other words, the diameter of the second housing 210 is equal to the sum of the diameter D and the radial clearance.

[0065] The radial play allows the male electrical contact to be mobile in rotation in the second housing along an axis substantially parallel to the axis of revolution of the housing 210. The connector 205 is thus articulated in rotation of the electrical connector around the male electrical contact along an axis substantially parallel to the second axis.

[0066] In one embodiment, the second connecting members and / or the male electrical contacts include retaining elements (not shown). These retaining elements prevent the male electrical contacts from dislodging from the second housings during rotation of the connector around an axis of rotation.

[0067] The first and second connecting elements are electrically connected, to allow current flow between the 230 dipole and the 225a, 225b busbars.

[0068] The first and second connecting elements are joined together by means of the body 205a of the connector 205. The connector 205 can be one piece.

[0069] The freedom of rotation between connector 205 and dipole 230, as well as the freedom of translation between connector 205 and busbars 230a and 230b, provides flexibility to the electrical system 200 at the connection point between dipoles 230 and busbars 225a and 225b. This flexibility allows the electrical system 200, when installed in an area subject to significant deformation during aircraft flight, to absorb movements caused by such deformations.

[0070] The invention will be better understood with reference to Figures 3A, 3B, 4A, 4B and 4C, on which the kinematics of the electrical system 200 on board an aircraft is illustrated.

[0071] Figures 3A and 3B illustrate an example of the arrangement of two electrical systems 310a and 310b in aircraft 300, when it is on the ground, and when it is in flight.

[0072] The aircraft comprises a main body 315 to which two wings 305a, 305b are attached.

[0073] As can be seen in Figure 3A, when the aircraft is on the ground, the wings 305a, 305b are in a first configuration, in which the wings 305a, 305b extend from the body 315 straight along the two axes 315a, 315b.

[0074] In this example, the electrical systems 310a and 310b according to the invention are arranged in the wings 305a, 305b of the aircraft 300. Of course, these electrical systems can be implanted in other areas of the aircraft that are likely to undergo deformation.

[0075] The dipoles of electrical systems 310a and 310b can be fixedly connected to one or more parts of the area in which the electrical systems 310a and 310b are embedded. Thus, deformations of the area can cause the dipoles of electrical systems 310a and 310b to move, and therefore induce deformations in the electrical systems 310a and 310b.

[0076] Alternatively, the busbars of electrical systems 310a and 310b can be permanently connected to one or more parts of the area in which electrical systems 310a and 310b are embedded. Thus, deformations of the area can cause the busbars 405 and 410 to move, and therefore induce deformations in electrical systems 310a and 310b.

[0077] An enlarged schematic view of part 400 of the electrical systems 310a and 310b is shown in Figure 4A. Part 400 of the electrical systems 310a and 310b includes two dipoles 415 and 420, whose poles are connected to a first 405 and a second 410 busbar, respectively. Thus, the first poles of dipoles 415 and 420 are connected via connectors 425 and 430 to the first busbar 405, and the second poles of dipoles 415 and 420 are connected via connectors 435 and 440 to the second busbar 410.

[0078] In particular, the busbar 405 is mounted in the housings of the first connecting elements of connectors 425, 430, i.e., between the pairs of support elements 450a, 450b and 455a, 455b, which include electrical contacts. Similarly, the busbar 410 is mounted in the housings of the first connecting elements of connectors 435, 440, i.e., between the pairs of support elements 460a, 460b and 465a, 465b each comprising electrical contacts.

[0079] As explained previously, connectors 425, 430 and 435, 440 are respectively connected and articulated in translation to bus bars 405 and 410 by means of the first connection elements.

[0080] According to one embodiment, the first connecting elements can be configured to be able to translate over a predetermined area, called the translation zone. In the illustrated example, the predetermined zones associated with each connecting element are indicated by arrows 470, 475, 480 and 485.

[0081] The translation zones 470, 475, 480, 485 have a predetermined longitudinal length L1 along the bus bar.

[0082] According to another embodiment, the translation zones are spaced along the longitudinal direction by a predetermined safety distance, to prevent them from colliding when the connecting elements translate along the bus bar.

[0083] Alternatively, blocking devices can be placed on either side of the translation zones to limit the movement of the first connection devices on the busbar within the associated translation zone. These could be, for example, blocking pads directly fixed to the busbars.

[0084] Also, as indicated by the arrows, connectors 425, 430, 435, and 440 are rotationally mobile relative to dipoles 415 and 420, and more specifically relative to the electrical pins of dipoles 415 and 420 (not shown). Naturally, the limited rotational movement is constrained by the connection of connectors 425, 430, 435, and 440 to busbars 405 and 410, respectively. The rotation of connectors 425, 430, 435, and 440 is possible around the male electrical contacts of dipoles 415 and 420 on axes 425a, 430a, 440a, and 445a.

[0085] In the first configuration, preferably, the first organs of the connectors 425, 430 and 435, 440 are substantially centered, i.e. near the center of longitudinal distance D of the translation zones 470, 475, 480, 485.

[0086] When the aircraft is in flight, as shown in Figure 3B, the wings are in a second configuration in which the wings 305a, 305b extend from the body 315 along a curve. In other words, wings 305a, 305b form at least partially an angle with axes 305a and 305b, characterizing the first configuration.

[0087] During this deformation, electrical systems 310a and 310b are also subjected to this deformation. A portion of the electrical systems ending up in a deformed configuration is illustrated in Figure 4B.

[0088] As can be seen, the first and second connecting organs ensure a degree of flexibility, notably through translation (as indicated by the arrows) and rotation around the axes respectively.

[0089] Thus, the first connecting elements of connectors 425, 430 and 435, 440 translate along bus bars 405, 410, towards one end of translation zones 470, 475, 480, 485.

[0090] The second connecting members of connectors 425, 430 and 435, 440 rotate around axes 425a, 430a, 440a, 445a (as indicated by the arrows) relative to their position in the first configuration.

[0091] The movements of connectors 425, 430 and 435, 440 are constrained by the connection to the same bus bars 405, 410.

[0092] The movements of connectors 425, 430 and 435, 440 vary according to the degree of deformation of the aircraft wing, i.e. according to the first and second configurations.

[0093] The movements of connectors 425, 430 and 435, 440 are reversible, so that when the wings are deformed in the second configuration, they return to the first configuration.

[0094] The movement of connectors 425, 430 and 435, 440 when the wings in the first configuration return to the second configuration, are mobile in the opposite direction to that described.

[0095] As shown in Figure 4C, the first connecting members of connectors 425, 430 and 435, 440 translate along bus bars 405, 410 (from the position in the second configuration to the position in the first configuration as shown in Figure 4A) and the second connecting members rotate around the rotation axes 425a, 430a, 440a, 445a (as shown by the arrows) to a position in the second configuration.

[0096] Although the present invention has been described above with reference to specific embodiments, the present invention is not limited to those specific embodiments, and modifications that fall within the scope of the present invention will be obvious to a person skilled in the art. Naturally, to satisfy specific needs, a person competent in the field of the invention may make modifications to the preceding description.

Claims

Demands

1. Electrical connector (205, 425, 430, 435, 440) for an electrical system (200, 310a, 310b) of an aircraft (300) comprising: a first connecting member comprising a first housing, delimited by a first and a second electrical contact, configured to receive at least a portion of a busbar (225a, 225b, 405, 410), a second connecting member, integral with and electrically connected to the first connecting member, comprising a second housing configured to receive a male electrical contact (230a, 230b) of a dipole (230), characterized in that the first connecting member and the second connecting member are configured to be respectively assembled sliding fit on the portion of the busbar (225a, 225b, 405, 410) and the male electrical contact (230a, 230b) of a dipole (230).

2. Aircraft electrical system (200, 310a, 310b) comprising a busbar (225a, 225b, 405, 410) extending longitudinally along a first axis, and at least one dipole (230, 415, 420) one pole of which is connected to a male electrical contact (230a) extending along a second axis (240a), said electrical system (200) further comprising at least one electrical connector (205, 425, 430, 435, 440) according to claim 1 at least a portion of the busbar (225a, 225b, 405, 410) is housed in the first housing of the first connection member, the male electrical contact (230a, 230b) of the dipole (230, 415, 420) being housed in the second housing of the second connection element of said electrical connector, so that the dipole (230, 415, 420) is connected to the bus bar (225a, 225b, 405, 410) via the electrical connector (205),the electrical connector (205) being movable in translation by means of the first member along the first axis and along the bus bar (225a, 225b, 405, 410), and the connector (205) being movable in rotation around the male electrical contact (230a) by means of the second connecting member.

3. Electrical system (200, 310a, 310b) according to claim 2, wherein the second connecting member comprises a second housing (210), the male electrical contact (230a, 230b) and the second housing being of complementary shapes.

4. Electrical system (200, 310a, 310b) according to claim 3, wherein the assembly of the male electrical contact (230a, 230b) in the second housing (210) is a sliding fit assembly allowing rotational articulation of the electrical connector (205, 425, 430, 435, 440) to the dipole (230, 415, 420) around the second axis.

5. Electrical system according to claim 4, wherein a difference between a diameter of the second housing (210) and a diameter of the male electrical contact (230a, 230b) is positive.

6. Electrical system (200, 310a, 310b) according to claim 2 or 3, wherein the first housing of the first connecting member is delimited by a first electrical contact and a second electrical contact respectively arranged on either side of the first axis, said part of the bus bar and the first housing being assembled sliding fit, allowing translational articulation of the electrical connector to the bus bar along the first axis.

7. Electrical system (200, 310a, 310b) according to claim 6, wherein the difference between a distance between the first and second electrical contacts and a thickness of the busbar portion is positive. [Claims] Electrical system (200, 310a, 310b) according to any one of claims 2 to 6, wherein the electrical connector is a single piece.

9. Electrical system (200, 310a, 310b) according to any one of claims 2 to 7, wherein the dipole is an electrical accumulator.

10. Aircraft (300) comprising an electrical system (200, 310a, 310b) according to any one of claims 2 to 8, wherein the electrical system (200, 310a, 310b) is arranged in a wing (305a, 305b) of the aircraft (300).

11. Aircraft (300) according to claim 9, wherein the dipole is fixedly mounted in a wing (305a, 305b) of the aircraft (300).

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